Devinci Wilson SL Review

Devinci's 8.5'' travel Wilson SL has been assembled around the same frame that Steve Smith and the rest of the Devinci Global Race team have been campaigning aboard on the World Cup circuit, including a matching carbon fiber swing arm upgrade that is said to greatly increase chassis stiffness. The bike's Split Pivot suspension has been designed by Dave Weagle, with a concentric pivot at the rear axle and a pull-link arrangement that positions the shock extremely low in the frame. The $6799.95 CAD Wilson SL makes use of a RockShox BoXXer World Cup fork, along with a tuned, 10.5'' x 3.5'' FOX DHX RC4 shock out back.

The Wilson's aluminum frame is hand welded in Devinci's Chicoutimi, Quebec, factory, where it is also painted and assembled into a complete bike. The curvy front triangle features a radically sloped top tube that angles down at roughly 45°, allowing for an immense amount of standover height and also serving as home to the forward shock mount. The shock itself sits within two vertical spars that connect the bottom bracket shell to the top tube, as well as being the location of the main pivot for the bike's carbon fiber swing arm. Also hidden between the spars is the control link that compresses the FOX DHX RC4 shock, which actually rotates concentrically around the bottom bracket shell. This allows Devinci to package the suspension components as low as possible within the frame for a low center of gravity. A small fender attached to the swing arm protects the shock from debris thrown up by the rear tire, while a thick, bolt-on carbon guard shields the down tube from rock strikes. Inserts at the rear axle pivot allow for either "HI" or "LO" geometry settings by simply flipping them front to back.

The Wilson's adjustable geometry is relatively standard, with a 64°/64.7° head angle and a 13.9''/14.3'' bottom bracket height, but its short chain stay length stands out at just 16.8''/16.9". This number is at least half an inch shorter than many other bikes on the market, and will likely add up to a easy-to-carve bike.

The Wilson's big, 10.5'' x 3.5'' FOX shock is activated by the control link that pivots concentrically around the bottom bracket shell.

Wilson SL Suspension

The Wilson's rear suspension consists of four major components: the carbon fiber swing arm or wheel link, the Split Pivot concentric dropout pivot, the floating brake link (In the Wilson as the chain stays),as well as the control link that activates the shock and controls braking reactions.

The swing arm determines the rear axle's path as it moves upwards from impacts, with the high and rearward main pivot making for a wheel path with a more reward travel than if the pivot was located lower. The design is said to allow for both excellent square edge bump absorption and pedalling efficiency while at the same time maintaining excellent cornering traction. Moving towards the rear hub, the rear dropout pivot rotates concentrically around the axle, and the brake caliper is mounted to the bike's floating chain stays in an effort to neutralize the effect that the braking forces have on the suspension. Finally, the leverage ratio is controlled via the control link, a CNC'd aluminum component that rotates concentrically around the bottom bracket shell. In action, the swing arm rotates upwards as the rear wheel encounters an impact on the trail, which also pulls the bike's chain stays. This activates the control link that then compresses the shock. The unique Split Pivot setup of the Wilson allows for a low center of mass and polar moment of inertia (In other words, the bike is designed to ride like it's lighter than its actual weight).

Split Pivot Explained

Split Pivot refers to the Wilson's dropout pivot that rotates concentrically around the rear axle. The layout is claimed to free up braking forces from the suspension system thanks to the rear brake's mounting location on the floating chain stays that, according to Devinci, mean that ''braking neutrality is tuned independently of acceleration characteristics''. Basically, this allows the bike's chain stays to float between the shock control link on the forward end and the swing arm on the opposite, effectively creating a floating brake. According to Dave Weagle, the system's designer, this layout lets him tune pedalling, cornering control, and bump absorption, via main pivot location and the control link, separately from having to deal with braking forces.

Sitting on the bike for the first time, the initial thought that came to mind is that the good ship Wilson has a distinctly compact feel to it. We wouldn't go so far as to say that it's cramped, but it feels less-roomy than many other ''medium'' sized downhill bikes that we've spent time on, despite its 23.5'' length. One other point was also immediately noticeable: the Wilson's drastically sloped top tube makes for an extremely low stand over height, an always appreciated quality in any bike. Up front, we were pleased to see the Canadian-made bike fitted with a Truvativ Boobar and Holzfeller direct mount stem pairing, a combo that is far from the lightest out there, but one that we find both comfortable and confidence inspiring.

The Wilson devours rough terrain and then asks for more.

Handling

It took all of ten minutes aboard the 8.5'' travel Wilson SL to conclude that this is a bike that thrives on big, toothy tracks. One might immediately retort that statement doesn't need saying given that the Wilson is, after all, a downhill race bike. But it truly does cover rough ground in such a confident manner that it makes certain other machines feel a bit, ahem, wimpy. Why is it such a monster when it comes to full-on terrain? One part of it is its outright lateral rigidity that, together with the bike's low-slung weight, give it an air of boldness when approaching the roughest sections of a track at speed. The other factor is the bike's 'back seat' riding position that puts the rider in a very confidence inspiring stance, making us feel as if we could charge into the worst of the worst without having to worry about going over the front of the bike. These two traits give the Wilson rider the mettle to let the bike carry momentum through sections that would rattle riders on those aforementioned wimpier-feeling steeds.

Given that the Wilson SL offers such a stable ride over rough terrain, we were pleasantly surprised to find that it dives into corners with the eagerness of a penguin on ice. It isn't exactly a playful bike, but the sub-17'' rear end could be led through the tightest of bends with ease. The same can be said for backing it in while counter-steering: the Wilson snapped around corners without needing to be muscled at all. Colour us contradicted, but this completely defies the bike's un-lively feel elsewhere on the mountain. Traction felt very balanced front to back, with no surprising 'oh shit' moments where the front or rear end broke away when we weren't expecting it, and this meant that we didn't need to weight either end of the bike in an un-natural manner. The Wilson's Minion 3C tires certainly add to its corner-smashing abilities as well. Simply put, the Wilson turns exceptionally well.

Although it does pedal well, and is also of an acceptable weight, it just doesn't have that light and snappy character that many of today's race bikes seem to have in their genes. Aggressive riders on big terrain will likely fall head over heels for the Wilson, but those who pride themselves in threading the needle on a track, or are always striving to take the smoothest of lines, might find themselves a bit over-gunned on the bike. Poppy and playful it is not, and we'd go so far as to say the bike feels a bit lazy when on any of the new-school, smooth, jumped filled trails. All of this does make sense, of course, given that it is a full-blown race bike designed for the fastest of riders, on the biggest of tracks.

Flat corners, tight switchbacks, or big berms, the Devinci excels when it comes to cornering.

Suspension

The Wilson's suspension isn't as forgiving at a slow pace as some other downhill bikes out there, but it does come to life when pushed past cruising speed. This quality is inline with our thoughts on the bike's handling, and again goes to show that the Devinci isn't the bike for those who aren't going to be pushing it hard. Doing just that, though, unleashed the back of the bike to track the chunkiest of terrain. Hard impacts in particular were dealt with in a muffled manner, with the suspension taking the clout out of missed landings and repeated square edge hits like no other. We felt the end of the FOX shock's stroke on a few occasions, although it took a hard impact to get there, and bottoming out was more of a gentle reminder that full travel had been used rather than the bell-ringing event as on some other machines. Braking has little to no effect on performance, highlighting the bike's Split Pivot suspension that allows the Wilson to stay calm and track well when on the binders.

As mentioned above, the Wilson has a decidedly planted character that we'd call less playful than many other downhill bikes. While this works for the bike at race speeds and on rough tracks, it does detract some when you just want to amuse yourself on the trail. We found that we could de-tune the Wilson's ground-hugging personality a bit by dialling out the FOX shock's rebound dial a few clicks, an adjustment that helps to get the bike off the ground. We ended up preferring a faster rebound setting on the Wilson SL than we have on any other downhill bike that we've spent time on.

Up front, the World Cup BoXXer performed as we've come to expect it to: stiff, consistent, and with effective damping adjustments that made dialling in the bike's settings an easy task. It isn't as supple at the top of its stroke as coil sprung BoXXers that we've spent time on, though. In order to balance the front of the bike with the rear, we ended up running the low-speed rebound setting a few clicks faster than what we might usually end up at. The result was a balanced ride that responded predictably and tracked well over a string of repeated impacts.

The bike's suspension comes into its own when you crack open the throttle. Rough landing? It isn't going to faze the Wilson.

Other Ride Notes

• We mistakenly spent a day on the hill without the Wilson's chain stay pad in place, likely frightening away any wildlife within five miles. The chain slap noise is very noticeable, even with both the driveside swingarm and chain stay protected, and we'd say that it's louder than any other bike we've ridden recently.

• The previous year's Wilsons could be prone to a confounding rear brake squeal that occurred regardless of the brake model being used, likely putting the blame on the frame itself. We're happy to say that this was never an issue with our test bike - it was free of noise during the entire testing process.

• Mavic's EX721 rims have been trouble-free for us in the past, which is why we were surprised to find a crack at an eyelet on the Wilson's rear rim. We can't recall any big moments that would have caused it, but the location leads us to believe that the trigger could have been excessive spoke tension from the factory. The crack, which spans nearly the entire top face of the rim, hasn't fazed the burly hoop, bar a brief truing after its discovery.

• Devinci wanted to assemble a race-ready bike that wouldn't require any changes before heading to the hill, which is why they went with Maxxis' Minion DHF 3C tires front and back. Every rider has their own personal preference when it comes to rubber, but it's hard to beat the Minions when it comes to all-around performance. We also didn't suffer a single flat.

• e13's LG1+ guide also fits into the race-ready category mentioned above. We actually can't remember losing a chain on any bike that has been fitted with the sub-200 gram guide, the Wilson included.

• We're sure that some riders will question Devinci's choice to spec Avid's XO brakes in place of the unarguably more powerful Codes, but lighter weight XO stoppers proved to be more than adequate for our needs.

Pinkbike's take:

The Canadian-made Wilson SL is a turn-key racer that can be taken straight off the showroom floor to the track. And if that track happens to be rough, burly, and fast, the Wilson will feel right at home. Entry level or less-aggressive riders need not apply, though, because it takes a confident rider to get the most out of this bike. No, the character isn't one of a scalpel, but rather more of a large, blunt weapon. Ride the Wilson with that in mind and it rewards you with a faithful and committed feel. Looking for a bike for big terrain, a bike that will make all these lightweight race rigs cringe? The Wilson is for you.- Mike Levy

That might have been mine you watched snap. It hasn't dented my confidence in it, no one is perfect and there will always be a few bad eggs when making lots. And as has already been said lifetime warranty!

I've had Wilson's for the past 6 years and never had problems with any of them. That said, the latest model is the best one so far and i can't wait to try the carbon one next year. Go do some wheelies instead of bashing a great bike company!

he's not "bashing" the company, he's just saying he doesn't like them as much as he used to the one that snapped clearly had a fault and angus was lucky he didn't do much damage to himself in the process... jeez people on here need to chill out a bit haha

EVERY bike made can snap or break... Nothing is perfect or indestructible. You can't make assumptions about a bike just from watching a video. Im sure that someone somewhere has broken the same bike that you ride...

@n-wheelie - Do you know of any large frame manufactures with a DH frame that has never broken? I highly doubt there is a company who can say none of there frames have ever broken, even smaller companies.

Dunno if you can see it, but here is the video in question. Guy came up pretty hard on a pretty big double... personally, I think the frame should have survived. It was a hell of a hit, but it's no secret that DH bikes sold to the general public get exposed to hits like this frequently.

@mxlemming - I'm not going to defend or go against the broken Wilson in the video, but I am going to inject some common sense. Yes, the frame failed on that jump, but it is very, very likely that it had some prior damage. Cracks can often be hidden under paint, or the fracture line is so small that it takes a sharp eye to spot it, even if that is what you are looking for. This is why the comments that you see that go on roughly "I was just cruising down a trail and it broke!" don't make any sense. It did finally have a catastrophic failure, but it was broken for awhile before hand.

Again, I can't say for certain, but I am very confident that that is the case with the video above.

By the looks of the video it was all in the welding... no? Thats just what I can see from it, the whole weld came off, not the actual tube snapping... I own one and it doesn't bother me but thats just what it looks like...

It's fair to say just about any bike you care to mention has been snapped; and Google will turn up images for most, as it did for this one. Without examining the weld and the fracture faces/locating the crack initiation points, I really can't comment, as much as I would love to.

Hopefully that was the only one (or one of very few) to have snapped, because it is a stunningly beautiful bike.

f*ck i love how honest pinkbike is with their reviews, makes a lot of other reviewers sound like they're being paid out. although, would it be possible to set up a bike like this to be a bit more lively? from what i've seen of stevie and ian morrison, they don't seem to spend much time on the ground...

I had my wilson RC4 revalved by Suspensionwerx. The new tune + Ti spring made is so different. It now feels livelier and quicker. I could not agree more to Mike in this review. We can really rely on the information we get on here.

Sounds good because i was getting the impression that it was going to be sluggish like my ole glory and that would be unsatisfactory. Imo there is nothing worse than dh slug(sluggish frame) which is why i sold it and am looking for a poppy frame that still tracks better than an orange for example

I'd like to make comment on the "initial thought that came to mind is that the good ship Wilson has a distinctly compact feel to it. We wouldn't go so far as to say that it's cramped, but it feels less-roomy than many other ''medium'' sized downhill bikes that we've spent time on, despite its 23.5'' length." comment... Thats because the effective top tube measurement isn't taken from the centre of the seat tube. If you review the frame measurements, in the diagram above, there is an imaginary line running from the centre of the bottom bracket at a different angle. When I actually measured my newly acquired bike, I noticed that a medium is actually 22.5 to the centre of the seat tube/post, which most of the time equates to a small. Being a 5'7" giant, I need to ride a large Devinci frame. Very odd indeed.

As much as i love this bike, $6800 is a bit of ridiculous, especially for an aluminum frame. Are DH bikes going to continually get more expensive? If so, I need to start playing the lottery or find a new sport, yikes! ...I love DH

The 2011 SL version came in a little over 41lbs and they said the Carbon swing arm will not really reduce weight so probably still about 41 - 42 lbs. That being said it still rides amazing and I have seen some people post pictures of them on here around 37lbs. Just the stock SL is built bomb proof.

I ride a Wilson and just love the bike. They are spot on with needing to run less rebound compression than other bikes. Coming off a DW Link DH rig I can't say it enough that I love the new split pivot design. It worked soo good I had to buy a Dixon as my AM rig. The Dixon with a Lyrik/Monarch RC2 DH suspension setup can handle 75% of what my DH rig can do...Pretty impressive. Thanks Stevie

I rode this bike at Whistler and was sick! But yes, u need to put it on rough terrain cuz it will eat it up like none other. Not super freeridy but it is still super fun. Except the mud guard in the back makes a super crappy sound if u drop more than 4 feet . . . .

He says that "The Wilson's suspension isn't as forgiving at a slow pace as some other downhill bikes out there [...] and again goes to show that the Devinci isn't the bike for those who aren't going to be pushing it hard."Now my question is: Which downhill bike would be suitable for a slower rider? Which bike is more forgiving? For someone who thinks too much about possible consequences, brakes too much, doesn't have a lot of air time, is not at full speed? But nevertheless has a lot of fun during riding downhill? For me, please?

A sub 40 lb build is pretty easy to get with this frame with a reasonable build. The frame is similar in weight to my old Driver 8 and that sucker was 39 lbs with Saint, a Boxxer R2C2 and dual ply Maxxis Minions. Not exactly a featherweight build kit but solid and reliable.

I have recently bought a second hand Devinci Wilson Carbon SL 2012. And there is play in the rear end. It doesn't feel like bearings or shock bush. And when I looked I could see that the star like shaped housing which the bottom crack is situated in, is moving within the frame. Anyone got any solutions for me? Cheers

Owning the same bike i pretty much agree with the review.except, why test a medium? Devinci bikes are known for being on the small side the large is similar to most of the competitors mediums. Second, it's not poppy or playful? It's one of the most playful bikes i have owned. Would love to know the shock and fork settings :-)

Transition would never break, especially over that river gap. Ive seen treks snap, devinci's snap. never a Transition. Just saying. Dont get me wrong. Devinci's are nice looking but ive def changed my outlook on them now.

Ummm...I've cracked 2 Transitions. ALL bikes can break. Transition's customer service was exceptional, currently I'm shreddin on a B-Rocket. I've hit 40+ foot gaps and pogo landed from over-shooting. No cracks, still given'her

Ive got a TR450. Mate ive not seen any of those snap. Maybe just down to how a person rides and angle of landing from big jumps. But still think Transition are 1 of the few companies that build there bikes like tanks. Trek etc are overpriced and use thin materials.

Umm...I did say that I was pushing the bike past it's capablities and I was referring to a Preston FR not a TR450. I love Transition bikes, if I could afford a TR450, I would have one right MEOW. The TR, for a reason is the second most popular DH bike among core-racers...right under the DEMO. Sick rig, awesome choice, support Rider Owned For Life!!!

The upper pivot arms of the chain stay are carbon fiber and the frame is relatively small... What makes you think it will weigh any more than any other DH bike. The number's aren't out yet so I could be wrong but it shows your ignorance pointing out cons without any facts.

weighs loads in my opinion, my sister has this with the carbon upper swing arm and its a small...still weighs more than my medium nukeproof scalp (similar set-ups) and a scalp isnt exactly light either...

monkey boy is kinda right the Wilson is a good 40 pound bike but the weight is exactly were it should be and the Wilson ride better then a lot of the lighter bike and so called better bikes on the market so weight isn't as big of a deal as long as it is maneuverable and comfortable to ride in my opinion

according to sicklines, the alu version is 800g (1.7lbs) heavier than a carbon v-10, both with an RC4. 11.45lbs for the wilson with shock, 9.68lbs for the V10-C...and seeing as people have got v-10's to around 33-34lbs, the wilson would hardly be 43 lbs if built well.

I have an all mountain bike that is 32 lbs...Honestly wouldn't want my DH bike under 36 lbs on the rocky east coast of the USA. Like the article says this is a bike for people who wish to push it hard. That suggests to me that it isn't at home jumping free ride trails but rather all out plowing down race runs...right?